Railway signaling



April 6, 1937. R. R. KEMM ERER RAILWAY SIGNALING Filed March 6, 1936 5 Sheets-Sheet l ZTR 2TB Fly. Z4

INVENTOR Ralph lllfamme ep.

6 illlufl HIS ATTORNEY April 6, 1937.

R. R. KEMMERER 2,076,319

RAILWAY S I GNALING Filed March 6, 1936 3 shexts sheet 2 L, LL;

INVENTOR 1209022 22. 5012212201 917.

H I S ATTORN EY April 1937- R. R. KEMMERER 2,076,319

RAILWAY S IGNALING Filed March 6, 1956 :5 Sheets-Sheet s TH 1/12 L i yozamadjv'uzpal PoZaPized/Zelay INVENTOR Halph R-Hemmezvn fl Rafi Maw,

HIS ATTORNEY Patented Apr. 6, 1937 v i UNITED STATES. PATENT OFFICE 2,076,319 RAILWAY SIGNALING Ralph R. Kemmerer, Swissvale, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application March 6, 1936, Serial No. 67,494 18 Claims. (01. 2 l650) My invention relates to railway signaling, and U is a contact IS, a contact 20, and a pair of particularly to signaling involving wayside sigpole-changing contacts 2| and 22. Contact I9 is nals located along a trackwayfor governing the in engagement with contact 23 at all times except passage of trains. when the semaphore arm is in the vertical posi- A feature of my invention is the provision of tion and contact 20 is in engagement with con- 5 novel and improved apparatus for establishing a tact 24 only when the semaphore arm is in the distinctive control for each of three sections in vertical position. Pole-changing contacts 2| and the rear of an occupied section. Each distinctive 22 are in engagement with ontac s 2 n control is. eiiective to cause a corresponding asrespectively, e e the vSemaphore arm is in 10 pect of the associated wayside signal whereby its 45 position or in its vertical position or at any 10 there is produced a .three-block, four-indication, po n be we these t po d are in nsystem of signaling. gagernent with contacts 21 and 28, respectively,

I will describe several forms of apparatus em- W en e the Semaphore arm at any Point yin my invention, and will then, point out below the 45 posi ion.

the novel features thereof in claims. a Each semaphore armUiS p ded W ha amp 15 In the accompanying drawings, Figs; 1A and E which when lighted provides supplementary 1B are diagrammatic views which when placed color light indications corresponding to the posiend to end in the order named illustrate one t ns 0f the associated Semaphore arm, form of apparatus embodying my invention, Fig, For controlling the associated signal, each sec.-

2 is a diagrammatic view illustrating a modition is provided with a polarized signal control 20 fication of a portion of Fig. 1A, and also embodylay and a eutral si nal nt l relay d si ing my invention. hated by the reference characters H. and J, re-

Similar reference characters refer to similar D t y, each with a prefix the same as the parts in each of the several vi ws, reference character of the associated signal.

Referring. first to Figs. 1A and 1B, the reier- For controlling the associated relay H, each 25 ence characters Hi and. I5 designate the rails Se is p v d w a Polarized. i C t of a stretch of railway track along which tramc which includes a pair of line Wires each of which normally moves in the direction indicated by the i ve n d by the SSQC a ed t a ys- F01 arrows. These rails are divided by insulated governing the associated relay J, each section is joints I6 into a plurality of track sections W--X, provided with a neutral line circuit which in- X-Y, and Y-Z. eludes another line wire governed by each of the As here shown, each track section is divided associated track relays and one-wire of the assoby insulated joints l6 into at least two subsecci-ated polarized ttions IT, 2T, 3T, 4T, etc. Each subsection is pro- Each section is p vid With a i b y vided with a track circuit which includes a track 9 the terminals of which are designated by h battery I! connected across the rails at on d reference characters BL and CL and each section of the subsection and a track relay, designated is p V h a Operating a y e by the reference character TR with a prefix the m n -1S f wh c are s ed y the reference same as the numerical prefix in the reference C a acters 0 a d C 40 character of the associated subsection, connected a h relay H i Connected t0 the associated 40 across the rails at the other end of the subsection. polar ed n ui OVeI' Signal a To govern the passage, of trains throu h the of the associated signal. Each relay J is. constretch of railway, a wayside signal designated nected to the associated neutral line circuit over by a suitable distinguishing reference character, a front neutral eo et a normal 1 C011- is provided for each track section. Each of these tact of the associated relay H. Each relay J is 45 signals includes an upper unitU and a lower unit also provided with a branch path which includes L. These units may take any one of several forms its own front contact and signal contact 2024 of signal mechanism such as semaphore, color for connectin his relay to the associated neutral light, search-light, or position light. As here line circuit.

shown, each upper unit U is. a semaphore arm The signal pole-changing contacts 2| and 22 50 capable of assuming a horizontal or stop posicontrol the polarity of the polarized line circuit tion, a 45 or caution position, and a vertical for the section next in rear and the relays H and or proceed" position; and each lower unit L is J control the neutral line circuit for such section a lamp capable of displaying a yellow light Y. next in rear.

Operably connected with each semaphore arm For controlling the signal lamps E and Y, each 55 p This circuit passes from section is provided with an approach lighting relay designated by the reference character ER with a prefix the same as the reference character of the associated signal. The relays ER. are connected in series with the polarized line circuit for the section next in rear and therefore are energized at all times except when that line circuit is opened. In other words, the approach lighting relays ER become released to energize the associated lamp E and the control circuit for the associated lamp Y only when the section immediately to the rear becomes occupied by a train.

The relays H and J control the upper unit U and the lower unit L of the associated signal in the following manner: When relay H is deenergized (see signal 13), both semaphore arm U and the lamp Y are deenergized so that signal I3 is displaying its semaphore arm in the horizontal position to indicate stop. When the relay H is energized in the reverse direction (see signal 12), a caution circuit for the semaphore arm U of that signal is closed over a path which passes from terminal BO over front contact 29 of relay [2H, semaphore arm U, and front contact 30 of relaylZI-I to terminal CO. Semaphore arm U of signal l2, therefore, is in the caution posi tion to indicate approach next signal prepared to stop. When relay H is energized in the normal direction and relay J is deenergized (see signal 11), the caution circuit for semaphore arm U remains closed over front contacts 29 and 36 of relay HH and a circuitis established for the lamp Y of the lower unit L of that signal. terminal BO over back contact 3| of relay HER, normal polar contact 32-33 of relay III-I, front contact 34 of relay III-I, back contact 35 of relay NJ, and lamp Y to terminal CO. Signal H, therefore, is displaying its upper semaphore arm U in the caution position and a circuit for lamp Y is established so that, when relay HER becomes released by a train approaching signal H in section W-X, this signal will display its semaphore arm in the caution position over a yellow light to indicate approach next signal at medium speed. When relay H is energized in the normal direction and relay J also is energized (see signal 10), the caution circuit for the upper semaphore arm U will remain closed over front contacts 29 and 3B of relay IGH and'a proceed circuit for the semaphore arm U will be closed over a path which passes from terminal BO over front contact 29 of relay Nil-I, front contact 36 of relay HlJ, semaphore arm U, and front contact 31) of relay H311 to terminal CO. Signal ll), therefore, is displaying its semaphore arm in the vertical position to indicate proceed at normal speed. When the upper semaphore arm U of signal It] attains its proceed position, signal contact l9-23 will become opened so that relay lllH will become released. In the meantime, signal contact 20-2i will become closed so that relay NIJ will remain connected to the associated neutral line circuit over a branch path which includes signal contact 20-45 and front contact 31 of relay NJ. The caution and clear circuits for upper semaphore arm U will now be disconnected from the terminals B0 and C0 of the operating batteries and will be connected directly to the polarized line circuit for the section W-X.

As here shown, a train K is indicated diagrammatically in the section immediately to the right of location Z. Consequently, both line circuits for that section are opened so that 90th l' contact 49 of relay 5TB,

NH and I3J are deenergized. When relay l3I-I is deenergized, the semaphore arm U is in its horizontal position.

With signal l3 in this condition, relay IZH is energized in the reverse direction over a circuit which passes from terminal BL of line battery 9' at signal l3 through relay I3ER, pole-changing contact 22-28 of signal I3, front contact 3 8 of relay BTR, front contact 39 of relay 5TB, relay 12H, signal contact Iii-23 of signal l2, front front contact 4| of relay 6TB, and pole-changing contact 2|-2'| of signal I3 to terminal CL of battery 9.

When relay I2I-I is energized in the. reverse direction so that the semaphore arm U of signal I2 is caused to assume its caution position, relay HH is energized in the normal direction over a circuit which passes from terminal BL of battery 9 at signal l2 through relay iZER, pole-changing contact 2|-25 of signal 12, front contact 42 of relay 4TB, front contact 43 of relay STR, signal contact 19-43 of signal ll, relay NH, front con tact 44 of relay 3TH, front contact 45 of relay 4TB, and pole-changing contact 22-26 of signal I2 to terminal CL of battery 9.

When relay H is energized in the normal direction and relay i U is deenergized so that the semaphore arm U of signal H is in the caution position, relay illI-l is energized in the normal direction over a circuit which passes from termi 1 nal BL of battery 9 at signal H through relay HER, pole-changing contact 2l-25 of signal H, front contact 36 of relay 2TB, front contact 41 of relay lTR, signal contact l9-23 of signal H3, relay iflH, front contact 48 contact 49 of relay 'ZTR, and pole-changing contact 22-26 of signal I l to terminal CL of battery e; andrelay NJ is energized over the circuit which passes from terminal BL of battery 9 at signal H through normal polar contact 50-55 of relay III-l, front contact 52 of relay HH, back point of contact 53 of relay 1 EJ, front contact 54 of relay 2TB, front contact 55 of relay ITR, normal polar contact 55-51 of relay WTR, front contact 58 of relay IBTR, relay HJJ, front contact 48 of relay ITR, front contact 49 of relay 2TH, and pole-changing contact 22-26 of signal I! to terminal CL of battery 9.

As hereinbefore explained, when relay NIH is energized in the normal also is energized so that semaphore arm U of signal It is caused to assume its vertical position, the relay lDI-I becomes disconnected from its polarized line circuit but the relay lilJ remains connected to its neutral line circuit so that the caution and proceed circuits for semaphore arm U are directly connected to the polarized line circuit. The polarized circuit for the section next in rear of location W, therefore, is energized in the normal direction over pole-changing contacts 2 I-25 and 22-25 of signal it, and the neutral line circuit for such section next in rear is energized over front point of contact 5 1 of relay NJ. The signal (not shown) for the section next in rear of location W, therefore, will be displaying its normal proceed indication.

When the train K vacates the section immediately to the right of location Z, relay 52H will become energized in the normal direction so that relay liJ will become energized. Since relay 9 ill is already energized in the normal direction, signal M will then be caused to display the normal proceed indication.

From the foregoing explanation, it will be apparent that the signaling system embodying my of relay ITR, front direction and relay HJJ in a system, will function invention will normally require only the energy necessary to maintain semaphore arm U in the vertical position and to energize relay IDJ. Since this energy is relatively small and since under normal conditions the signals will be displaying the normal proceed indicationfor the greater portion of the time, it will be apparent that my system will be unusually economical in current consumption. This will result in a material reduction in the cost of maintenance particularly when primary batteries are utilized as' a source of current.

Referring next to Fig. 2, the signal and associated apparatus shown therein, when connected to provide three-block, four-indication, signaling in almanner similar to that described for the signals and associated apparatus shown in Figs. 1A and 1B. Theprincipal, difference is in the type of signal utilized and in the manner in which the signal control relays are controlled as well as in the manner in which the line circuits are governed by the signal control relays. As here shown, the signal comprises an upper unit U and a lower unit LA. The

' upper unit U is a semaphore arm capable of assuming three positions identical to those described for the semaphore arms shown in Figs. IA and IB, and the lower unit LA is a semaphore arm capable of assuming a horizontal position or a vertical position but not a 45 position.

The signal is controlled by the usual neutral relay J and by a polarized relay having a retained neutral characteristic and designated by the reference character HA.

The relay HA is directly connected to a polarized line circuit including a pair of line wires and the relay J is directly connected to a neutral line circuit including another wire and one wire of said pair of wires.

When the relay HA is deenergized, both semaphore arms U and LA are in their horizontal positions to indicate stop and the polarized line circuit to the rear is supplied with energy in the reverse direction over the back points of contacts 56 and 57 of relay HA.

When relay HA is energized in the reverse direction, semaphore arm U is energized over a caution circuit which passes from terminal B of a suitable source of energy through front contact 58 of relay HA and semaphore arm U to terminal C of the same source of energy; and the polarized line circuit to the rear is supplied with current in the normal direction over the front points of contacts 56 and 5'! of relay HA.

When relay HA is energized in the normal direction and relay J is deenergized, the caution circuit for semaphore arm U remains closed and a proceed circuit for the semaphore arm LA becomes closed over a circuit which passes from terminal B through front contact 58 of relay HA, normal polar contact 596il of relay HA, and back point of contact 6| of relay J to semaphore arm LA and terminal C. The polarized circuit for the section next in rear is then energized in the normal direction over front points of contacts 56 and 51 of relay HA and the neutral circuit for the section next in rear is then energized over normal polar contact 62-63 of relay HA, and front contact 64 of relay HA.

When relay HA is energized in the normal direction and relay J also is energized, the caution circuit for semaphore arm U remains closed and a proceed circuit for semaphore arm U is closed over a path which passes from terminal B over front contact 58 of relay HA, normalpolar contact 59-450 of relay HA, and front point of contact 6| of relay J to semaphore arm U and terminal C.

Summing up for the signal and associated apparatus shown in'Fig. 2, it will be seen that, when polarized relay HA is deenergized, both semaphore arms of the signal will assume the horizontal position and the polarized line circuit to the rearwill be suppliedwith energy in the reverse direction. When the relay HA is energized in the reverse direction, semaphore arm U will assume the caution position and the polarized line circuit in the rear will be supplied with energy in the normal direction. When the relay HA is energized in the normal direction, semaphore arm U will assume the caution position, semaphorearm LA will assume the proceed position, the polarized line circuit in the rear will be supplied with energy in the normal direction, and the neutral line circuit to the rear alsowill be energized. When the relay HA is energized in the normal direction and the relay J is also energized, semaphore arm U will assume the proceed position.

The relay HA is provided with a retained neutral characteristic so that tumble-down of the signal circuits to the rear will be avoided during pole-changing periods. For example, when the polarity of the polarized line circuit controlling relay HA is changed from the reverse direction to the normal direction, the front points of contacts 56 and 51 of relay HA do not become opened so that the energization of the line circuit to the rear is not disturbed.

Although I have shown herein but one signal and associated apparatus in Fig. 2, it is understood that this signal and associated apparatus, when connected in a system, will function to provide three-block, four-indication signaling.

From the foregoingdescription of the apparatus embodying my invention, it is apparent that I have provided .a simple and reliable means for controlling a three-block, four-indication signaling system which requires but three line control wires between signals, and which requires direct current energy only.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, What I claim is:

1. In combination, a section of railway track having a track circuit including a track relay, a first line circuit for said section governed by said track relay, a second line circuit for said section also governed by said track relay, a polarized line relay governed by said first line circuit, aneutral line relay, means including a neutral and a polar contact of said polarized relay for connecting said neutral relay to said second line circuit, a signal for said section governed by said two line relays, and means governed in accordance with trafilc conditions in advance of said section for reversibly governing said first line circuit as well as for governing said second line circuit.

2. In combination, a section of railway track having a track circuit including a track relay, a first line circuit for said section governed by said track relay, a second line circuit for said section also governed by said track relay, a polarized relay governed by said first line circuit, a neutral relay governed by said second line circuit, a signal for said section governed by said polarized relay and by said neutral relay, means for supplying said first line circuit with current of one polarity or with current of the other polarity according to traffic conditions in advance of said section, and means governed by traffic conditions in advance of said section for supplying said second line circuit with current effective only when said first line circuit is supplied with current of a O particular polarity.

3. In combination, a section of railway track provided with a track circuit including a track relay, a pair of line wires each including a front contact of said track relay, a polarized relay connected to said pair of line wires, another line wire including a contact of said track relay, a neutral relay connected to said other line wire and to one wire of said pair of line wires, a signal governed by said polarized and neutral relays, means gova erned in accordance with traffic conditions in advance of said section for supplying said pair of line wires with current of normal polarity or with current of reverse polarity, and means governed by traflic conditions in advance of said section for supplying said other line wire with current of normal polarity only when the current in said one wire of said pair of wires is flowing in a particular direction.

4. In combination, a section of railway track, 0 a signal for said section, a signal control relay for said signal, a line circuit for controllingsaid relay, means for supplying current to said line circuit for energizing said relay, means effective when said relay is energized to cause said signal to display its normal proceed indication, means then effective to deenergize said relay, and means operably governed by the relay then effective to energize said signal directly from said line circuit.

5. In combination, a section of railway track, a signal for said section, a signal control relay .for said signal, a line circuit for controlling said relay, means for supplying current to said line circuit for energizing said relay, means effective when said relay is energized to cause said signal to display its normal proceed indication, means including a contact operably governed by said signal for then deenergizing said relay, and a contact of said relay then effective to connect said signal to said line circuit.

6. In combination, a section of railway track, a signal for said section, a signal control relay for said signal, a line circuit for controlling said relay, means for supplying current to said line circuit for energizing said relay, means effective when said relay is energized to cause said signal to display its normal proceed indication, means then effective to deenergize said relay, and means 0 including a back contact of said relay for connecting said signal to said line circuit.

7. In combination, a section of railway track, a first signal control relay, a first line circuit for energizing said first relay, a second signal control relay, a second line circuit for energizing said second relay, means including a front contact of said first relay for connecting said second relay to the second line circuit, a signal for said section caused to assume its normal proceed indication when both said relays are energized, means including a contact operably governed by said signal for deenergizing said first relay when said signal is displaying its normal proceed indication, means then effective to connect said second relay to the second line circuit, and an- Cal other signal control circuit governed by a front contact of said second relay.

8. In combination, a section of railway track, a first signal control relay, a first line circuit for energizing said first relay, a second signal control relay, a second line circuit for energizing said second relay, means including a front contact of said first relay for connecting said second relay to the second line circuit, a signal for said section caused to assume its normal proceed indication when both said relays are energized, means including a contact operably governed by said signal for deenergizing said first relay when said signal is displaying its normal proceed indication, means including a contact operably governed by said signal and a front contact of said second relay for then connecting the second relay to the second line circuit, and another circuit governed by said second relay.

9. In combination, a section of railway track, a first and a second signal control relay for said section, a first and a second line circuit for energizing said first and second relays, respectively, a signal for said section, means for causing said signal to display its normal proceed aspect When both said relays are energized, means including a front contact of said first relay for connecting said second relay to the second line circuit, means for deenergizing said first relay and for energizing said signal from said line circuit effective when said signal is displaying its normal proceed indication, and means then effective to maintain said second relay in the energized condition whereby another signal control circuit remains closed.

10. In combination, a section of railway track, a first line circuit and a second line circuit for said section, track circuit means for governing both line circuits, means governed in accordance with traflic conditions in advance of said section for supplying current of one polarity to said first line circuit only or for supplying current of another polarity to said first line circuit only or for supplying current to said second line circuit simultaneously with the energization of said first line circuit, a polarized relay governed by said first line circuit, a neutral relay governed by said second line circuit, and a signal for said section governed by said two relays.

11. In combination, a section of railway track, a first line circuit and a second line circuit for said section, track circuit means for governing both line circuits, means governed in accordance with traflic conditions in advance of said section for supplying current of one polarity to said first line circuit only or for supplying current of another polarity to said first line circuit only or for supplying current to said second line circuit simultaneously with the energization of said first line circuit, a polarized relay governed by said first line circuit, a neutral relay governed by said second line circuit, a signal for said section including a first indication unit and a second indication unit, a circuit for said first unit including a front neutral contact of said polarized relay, another circuit for said first unit including a front neutral contact of said polarized relay as Well as a front contact of said neutral relay, and a circuit for said second unit including a front neutral contact and a normal polar contact of said polarized relay as well as a back contact of said neutral relay.

12. In combination, a forward section and a rear section of railway track, a signal for the forward section a pole changer operably governed by said signal, a polarized signal control relay and a neutral signal control relay both for governing said signal, traffic controlled means for governing said two relays, a first line circuit for the rear section including a pair of line wires and governed by said pole changer, a second line circuit for the rear section including another line wire as well as one Wire of said first line circuit and governed by said two relays, and a signal for the rear section governed by said first and. second line circuits,

13. In combination, a forward section and a rear section of railway track, a polarized relay and a neutral relay, means governed in accordance with trafiic conditions in advance of said forward section for governing said two relays, a pole changer governed by said polarized relay, a first line circuit for the rear section including a pair of line wires and said pole changer, a second line circuit including another wire and one wire of said first line circuit, means including neutral and polar contacts of said polarized relay for governing said second line circuit, and a signal for the rear section governed by said two line circuits.

14. In combination, a forward section and a rear section of railway track, a polarized relay for said section, means for reversibly governing said polarized relay in accordance with trafiic conditions in advance of said section, a pole changer governed by said polarized relay, a polarized line circuit for the rear section reversibly governed by said pole changer, a neutral line circuit for the rear section governed by a front neutral contact and a normal polar contact of said polarized relay, and a signal for the rear section governed by said two line circuits.

15. A railway signal system comprising a plurality of successive sections of railway track, a polarized line circuit and a neutral line circuit for each section, means for each section effective when the associated polarized line circuit is deenergized to supply current of reverse polarity to the polarized line circuit for the section next in rear, means for each section effective when the associated polarized line circuit is energized in the reverse direction to supply such polarized line circuit in rear with current of normal polarity, means for each section eifective only when the associated polarized line circuit is energized in the normal direction to supply such polarized line circuit in rear with current of normal polarity as well as to energize the neutral line circuit for the section next in rear, a polarized relay and a neutral relay for each section governed by the associated polarized and neutral line circuits, respectively, and traffic governing means for each section governed by the associated polarized and neutral relays.

16. A railway signal system comprising a plurality of successive sections of railway track, a polarized line circuit and a neutral line circuit for each section, track circuit means for each section for controlling the associated line circuit, means efiective when one section is occupied to supply the polarized line circuit only for the section next in rear of such occupied section with current of one polarity, means then effective to supply the polarized line circuit only for the section second in rear of such occupied section with current of the opposite polarity, means then and only then efiective to energize the neutral line circuit for the section third in rear of such occupied section as well as to supply current of said opposite polarity to the polarized line circuit for the section third in rear, and signaling means for each section governed by said two associated line circuits.

17. In combination, a stretch of railway track divided into a plurality of track sections, a polarized line circuit and a neutral line circuit for each section, track circuit means for each section for controlling the associated line circuits, means effective when one section is occupied to supply only the polarized line for the section next in rear of such occupied section with current of one polarity, means then effective to supply only the polarized line circuit for the section second in rear of such occupied section with current of the opposite polarity, and means then and only then effective to energize the neutral line circuit for the section third in rear of such occupied section as well as to supply current of said opposite polarity to the polarized line circuit for the section third in rear.

18. In combination, a stretch of railway track divided into a plurality of track sections, a polarized line circuit and a neutral line circuit for, each section, track circuit means for each section for controlling the associated line circuits, means eiTective when one section is occupied to supply only the polarized line for the section next in rear of such occupied section with current of one polarity, means then eifective to supply only the polarized line circuit for the section second in rear of such occupied section with current of the opposite polarity, means then and only then efiective to energize the neutral line circuit for the section third in rear of such occupied section as well as to supply current of said opposite polarity to the polarized line circuit for the section third in rear, and signaling means for each section governed by the associated line circuits and capable of displaying at least three distinctive proceed indications.

RALPH R. KEMMERER. 

